Elevated cable railway



3 Sheets-Sheet 1.

Patented Mey 13 1890.

R. R. GUERRA. ELE VATED CABLE RAILWAY.

' 1N VENTOR (No Model.)

(No Model.) 3 Sheets-Sheet 2.

B. R. GUERRA. ELE VATED CABLE RAILWAY.

No. 427,761. Patented May 13, 1890.

WITNESSES IN VEN T 0R BY ATTR YJ ma mams wenns co., moro-wma., msnm uuuuuuu c.

(No Model.) s sheets-sheet 3v,

E. R. GUERRA.

BLEVATED CABLE RAILWAY. 110.427,761. Patented May 13,1890.

WITNESSES w: noms Ps1-eas co41 wore-mm, msnm-emu, u. c.

UNITED STATES PATENT OFFICE.

ELIAS R. GUERRA, OE HACIENDA DE SAN'MATIAS, JALISCO, MEXICO.

ELEVATED CABLE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 427,761, dated May 13, 1890. Application filed February 18, 1890. Serial No. 340,944. (No model.)

To all whom t may concern:

Be it known that I, ELIAS R. GUERRA, ot Hacienda de San Matias, State of Jalisco, Mexico, a citizen of Mexico, have invented certain new and useful Improvements in Elevated Gable Railways, of which the following is a speciiication.

This invention relates to improvements in elevated railways, and especially to that class in which the cars are suspended from the rails or tracks, and the obj ect of my invention is to reduce the initial cost of the elevated railway, to facilitate stopping and starting the cars, and also to provide means for automatically disengaging the cars from the cables at the crossings with other cables, and to automatically engage said car with the cable after said crossing cables have been passed.

The invention consists in the construction and combination of parts and details, as will be described hereinafter, and finally pointed out in the claims.

In the accompanying drawings, Figure l is a side view of part of my improved elevated railway. Fig. 2 is a cross-sectional view ot' the same, parts being broken out and the car being shown in cross-section on the line fr gr, Fig. l. Fig. 3 is an enlarged transverse sectional view ot' the grip on a plane transversely to the axis of the car. Fig. e is a vertical longitudinal sectional View ot the same on the line y y, Fig.' 3. Eig, 5 is a top View of the same, parts being shown in the horizontal section. Fig. (5 is a detail top view of the grip. Fig. '7 is a side view of the track at the crossings. Fig. S is a vertical transverse sectional view of the track, showing the device for supporting the cable and releasing the same when a car arrives. Eig. i) is a detail side view of the bar for operating the cable-supporting device. Eig. l0 is a sectional plan view on the line tu w, Fig. S. Fig. ll is a detail view of the latch for locking the cable-supporting device. Fig. 12 is a detail end view of the upper part ol' the car, showing the mechanism for applying the brake and opening the grip from said car.

Similar letters ot' reference indicate corresponding parts? At suitable intervals supports or columns A are erected on the street and connected at their upper ends by transverse girders A, cx

tending' across the street. To said transverse girders suitable hangers A2 are secured, which support the longitudinal rails A2, which are preferably made in the shape ot' an l-bar, but may have any suitable cross-section, and, if desired, may be made of lattice-work in the same manner as an ordinary girder.

The ear B, which is of any well-known construction is provided at each end with a stirrup-shaped hanger B', firmly secured to the car and provided at its center with an upwardly-proj ecting hanger-bar B2, having a slot B2, through which the main axle C passes freely, on the ends of which axle the iianged wheels C are mounted. Said hanger-bar B2 is thus adapted to move up and down in relation to the axle C, which at all times maintains its position in relation tothe rails. (See Fig. 4.) A short distance below the axle C the hanger-bar B2 is provided with an additional fixed axle D, on the ends of which smaller wheels D are mounted, said wheels D being adapted to run on bracket-rails D2, secured on the inner sides ot' the main rails A2, as will be hereinafter described.

A frame E is mounted on the mainaxle C, and on the upper end of the samethe two jaws E are pivoted, which jaws are provided on the ends below the pivots with anti-'friction rollers E2. One of said jaws carries two gripping-rollers E2 and the other jaw asingle gripping-roller E2, said rollers being so a1'- ranged that the single roller E2 on one jaw is between the two rollers on the other jaw. In front and behind the jaws E E transverse guide-rollers E4 are mountedon the top of the frame E. The hanger-bar B2 is provided at its upper end with a wedge-shaped head F, that can act on the anti-friction rollers E2 on the lower ends of the jaws E. y

The frame E is provided at its lower end with brackets G, to which arms G are pivoted, an axle G2 being mounted to turn in the swinging ends of said arms. On said shaft or axle G2 two wheels G2 are rigidly mounted above the rails A2, so that by pressing them downward they can come in contact with the upper surfaces ot' said rails. On those ends of the shaft or axle G2 projecting beyond the outer sides of the wheels G2 are loosely mounted smaller friction-wheels G, that can come in contact with vertically-mov- IOO able rails H, arranged above them, which rails are connected bybow-shaped orother springs H' with rods H2, the upper ends of which surround eccentric disks H2, fixed on a shaft lrll on the hanger or frame of the elevated railway, and which can be rotated from lthe station by means-of the beveled gearing I-l5 and rods H6.

A brake-shoe I, which is segmentalin shape and provided with curved wings I' anda bearing-bar I2, is arranged above each wheel C', the brake-shoes of the opposite wheels being connected by arms C2, as shown in Fig. 5. A lever J is pivoted on the hanger-bar B2, and is provided on its lower end with a cam J', resting on the axle C, adjacent to said cam J The bar J is provided with asmaller cam J2, that can act on the bearing-bar I2 of one brake-shoe I so as to press the tops of the brake-shoes upon the wheel-rims. The arms J of the front and rear hanger of the car are connected to the rod J 2. One end of a rope or chain K is fastened to the upper end of the arm J, at the front end of the car, and the other end of said rope or cable is secured to the axle G2. A spring K', secured to the bottom of the frame, bears against the arms G', pivoted to the brackets G, and presses them upward, thereby holding the rims of the wheels G2 slightly above the tops or heads of the rails A2. The brackets G, arms G', and axle or shaft G2 need only be provided at the front end of the bar.

As shown in Fig. 12, the axle G2 is connected by a rope or chain K2 with a transverse shaft K4 on the top of the car, which shaft K4 can be rotated by means of beveled gearing K5 and a vertical shaft K on the front end of the car.

The bracket-rail D2 is only provided a short distance each side of every crossing, said rail D2 running horizontally, whereas the top of the main rail is inclined downward from both sides of the station toward said crossing, as shown in Fig. 7 where X represents the swinging part of the track of the crossing. The bracketrail D2 runs horizontally throughout. The reason for arranging the main rails and the bracket-rails in this manner will appear hereinafter. The cable M is supported bya series of L-shaped hangers M', each fixed on a shaft M2 in the frame M2, and said hangers are provided on their swinging ends with grooved rollers M2, on which the cables rest. The arm M4 of each hanger M' is provided on its end with a laterally-projecting pin N and with a spur N' projecting in the direction of the length of said arm. The weight of the cable presses said spur against a bolt O, mounted to slide in a suitable casing O' on the frame of the structure, which bolt is pressed in the direction toward the cable by a spring O2. The pin N passes through a' longitudinal slot P' in the upper end of avertical connecting-bar P, the lower end of which is pivoted to the longer end of a lever P2, pivoted at P2 to the frame M5. The shorter end of the lever P2 rests against the bottom edge of arail Q, pivoted to the upper ends of a pair of links Q', the lower ends of which are pivoted to the outer surface of the main rail A2, said links being connected by a rodv Q2, so as to form a parallelogram. Q', serve to keep the rail Q in the raised position and a short distance above the top of the main rail A2, as shown in Figs. 8 and 9.

The connecting-bar P is provided at its upper end with a tapered and rounded lug P4, that can act on the tapered or rounded bottom edge of the bolt O and press said bolt in the direction from the cable.

S represents a bracket, which is suitably pivoted, and on the free end of the same an upright guide-roller S' for the cables is provided, said brackets being arranged at curves.

The shaft M2, on which the hanger M' is fixed, is provided with an arm T, carrying a connterbalancing-weight T', for the purpose of assisting in supporting the cable.

The operation is as follows: Ordinarily the top of the slot B2 in the hanger-bar B2 of the car rests on the top of the axle C, so that the weight of the car is thus transmitted from the hanger-bar B2 to the axle, from the axle to the wheels, and from the wheels to the rails. The sides of the wedge-shaped head F on the upper end of the han gerbarB2 press outward the lower ends of the jaws E', thereby pressing the upper ends of said jaws inward and toward each other, and in turn pressing the gripping-rollers E2 E2 against the cable M, so that as said cable moves it draws along the grip on the car. Vhen the `car arrives at a crossing, the cable must be released and the gripping-jaws niove out of the way, so as not to interfere with the crossing cable. As has been stated, and as shown in Fig. 7, the tops of the main rails are inclined from both sides toward the crossing, and consequently the wheels on the axle C can run downward while approaching the crossing. As soon as the inclination of the main rail begins, the wheels D' run on the bracketrails, and thus keep the car and hanger-bar in the same position-that is,` it prevents them from ruiming downward toward the crossing. The wheels C' and the axle C, however, run downward on the inclined main rails, and thereby the frame E is lowered in relation to the hanger-bar B2. The anti-friction rollers E2 of the gripping-jaws E' thus move downward in relation to the wedge shaped head F of the hanger-bar, and as said wedge-shaped head no longer acts upon them they swing downward and outward under the action of their own weight, thereby releasing the cable, as shown in dotted lines in Fig. 3. When swinging down, the grippingjaws E' are so low as to easily pass under the crossing cable. As the wheels leave the crossing, they run up the inclined track, whereby the frame E is raised in relation to thehanger-bar B2, and the anti-friction rollers Springs Q2 acting on the links IOO IIO

E2 on the'lower ends of the gripping-jaws E are again forced outward bythe action of the wedge-shaped head F of said hanger-bar B2 on said rollers, and the jaws are brought back into the position shown in Fig. 3 and securely grip the cable. The car always runs on in the same level and it is only the frame E and the gripping-jaws that move vertically. Ordinarily the weight of the car is support to the main axle C; but at such crossing--that is to say,as long as Athe main track is inclined toward said crossingthe weight of the car is supported by the supplementary axle D.

NVhen a train is to be stopped at a station, the station-master turns the shaft HL by means of any suitable contrivauce in such a manner as to move the rods H2 H2 downward, causing the springs H to press down the bars II, which are pivoted at one end and connected at the opposite end with said springs H. The bars H, when moved downward, are pressed against the rims of the wheels G4, said wheels G"l being loose on the ends of the shaft G2. Thereby the axle G2 is pressed downward suiiiciently to bring the wheels G2 in frictional contact with the main rails, whereby said wheels G2 and axle G2 are so rotated as to wind the chain o r rope K on said axle G2. Thereby the arm J is swung in the direction of the arrow Fig. 4, and the cam J acting' on the top of the transverse axle C, causes an upward movement of the pivot of the cam and of the hanger-bar B2, to which the cam is pivoted.

By moving upward the hanger-bar B2 the anti-friction rollers E2 on the lower end of the gripping-jawsE are relieved from the pressure exerted by the wedge-'shaped head F and the jaws separated, thereby releasing the ca-` ble. At the same time the cams J2 act on the bearing-bars I2 of the brake-shoes I and press said brake-shoes against the rims of the wheels C.

As the cable is released and the brakeshoes powerfully applied on the wheel-rims, the car is stopped in a very short time and remains at a standstill as long as the rail H is pressed downward.

When it is desired to start the ear, the shaft Il4 is turned in such a manner as to move the rods H2 upward, whereby the rails H are raised, thus permitting the springs K to throw the arms G upward and bring the wheels G3 out of contact with the main rails. The weight of the car acting on the cam J throws the upper end of the arm J in the inverse direction of the arrow cc, and at the same time the hanger-barB2 is lowered under the action of the weight of the car, and its wedge-shaped head F, forcing the lower ends of the gripping-jaws from each other, forces the upper ends of said jaws against the cable which is thus gripped. The car can thus be stopped automatically by the station-master by simply adjusting the rails H correspondingly.

In some cases it becomes necessary to stop the trains between the stations to avoid a collision, and in order to do this one of the traininen turns the shaft K4 in such a manner as to wind the rope K3 upon it, whereby the Wheels G3 are brought in contact with the rails A2, and the arm J is also moved in the direction of the arrow 0c', Fig. 4, and the cam J raises the hangenbar B2, whereby the gripping-jaws are disengaged from the cable and the brake-shoes are applied.

The cable is ordinarily suspended from the hangers M, which, however, must be brought out of the way when a car passes. At each supporting-lever M a rail Q is arranged. Vhen the front wheels of the car run upon said rail Q, they depress the saine, and also depress the shorter end of the corresponding lever P2, whereby the bar P, connected with the same, is raised.

The lug P'l on the upper end of the bar P acts on the bolt O and pushes the same in the direction of the arrow y, thereby releasing the spur N, which by the weight of the cable was pressed against the bottom edge of said bolt. That end of the hanger M supporting the cable now swings under the action of the weight of said cable in the direction of the arrow 002, so as to be out of the way of the grip. As long as the car passes, the rail Q remains depressed and the lever M is in lowered position. As soon as the last wheel of the car has passed, the weight of the bar P and the counter-weight T swings the hanger M in the inverse direction of the arrow Q02, whereby the roller M3 is brought under and supports the cable again. Vhen the llever M swings in the inverse direction of the arrow 002 under the action of the weight of the bar P and the counter-weight dl", the bottom bevel of the lug Ptl strikes the top bevel of the bolt O and pushes said bolt to the right, so as to permit the lug N to pass below said bolt, and the weight of the cable acting on the hanger M presses said lug l against the bolt O.

If the bolt O were not provided, the hanger M could not support the cable, as it would always be in the lowered position, and it is the said bolt that keeps the hanger M in the proper position for supporting the cable.

Having thus described my invention, I claim as new and desire to secure by Letters Patentl. The combination, with the rails of a railwaytrack having its upper surface inclined from both sides to a gap or crossing, of horizontal rails projecting laterally from the inner surfaces of the track-rails, substantially as set forth.

2. The combination, wit-h a railwaytrack. of a pivoted cable support or hanger, a rail arranged at the side of the track-rail and levers or rods for transmitting motion from said side rail to the cable support or hanger, substantially as set forth.

The combination, with a railway-"track, of a pivoted cable support or hanger, a latch IOO IIO

l vI

for locking said support in place, a rail at the side of the track-rail, and rods and levers for transmitting motion from said side rail to the cable support or hanger and its latch, substantially as set forth.

4L. The combination, with a railway-track, of a pivoted cable support or hanger and a rail arranged at the side of attack-rail, springs pressing said side rail above the top of the track, a pivoted lever, onv one end of which said side rail rests, and a bar connecting said lever With the above-mentioned cable hanger or support, substantially as set forth.

5. The combination, with a railway-track, of a pivoted cable support or hanger, a counter-Weight connected with the sa1ne,a rail arranged at the side of the track-rail, andlevers and rods for transmitting motion from said rail to the said pivoted support, substantially as set forth.

6. The combination, with a railway-track, of a pivoted cable support or hanger, a latch for locking said support in place, anda bar for moving said support or hanger, Which bar is provided with a projection adapted to act on the above-mentioned latch, substantially as set forth.

7 The combination, with a car, vof a hangerbar and an axle provided with Wheels, said hanger-bar being adapted to move vertically in relation to said axle, substantially as set forth.

8. The combination, with a car, of a hangerbar, an axle carrying Wheels, a frame on said axle, and gripping-jaws at the upper end of said frame, on Which said gripping-jaws the upper end of the hanger-bar can act, substantially as set forth.

9. The combination, with a car, of a han gerbar and an axle carrying wheels, a frame on said axle, gripping-jaws pivoted to said frame and provided on their loWer ends with antifriction rollers, and a Wedge-shaped head on the upper end. of said hangerbar, which Wedge-shaped head can act on the anti-friction rollers on the lower ends of said gripping-jaws, substantially as set forth.

10. The combination, with a car, of a hangerbar having a slot, an axle passed through said slot, Wheels on 'said axle, a frame mounted on said axle, gripping-jaws pivoted to the top of said frame, a head on the upper end of the hanger-bar adapted to act on said jaWs, an

said auxiliary axle, which Wheels run on the bracket-rails, substantially as set forth.

12. The combination,with acar, of ahangerbar, an axle passed through a slot in said hanger-bar and provided with Wheels on its ends, a cam pivoted on the hanger-bar and resting on said axle, and means for turning said cam, substantially as set forth.

13. The combination, With a ear, of a hangerbar, an axle passed through a slot in the hanger-bar, a cam pivoted to the hanger-bar and resting on the axle, an additional cam projecting from the above-mentioned cam, and brake-shoes on Which the additional cam can act, and means for turning said cams, substantially as set forth.

14. The combination, with a car, of a hangerbar, an axle passed through a slot in the hanger-bar, a cam pivoted to the hanger-bar and provided With an arm, a frame mounted on the axle, arms pivoted to said frame, a shaft mounted in said arms, friction-Wheels on said shaft, and a chain or rope connecting said shaft with the arm of the cam, subst-antially as set forth.

15. The combination, With a car, of a hanger-bar, an axle passed through a slot in the hanger-bar, a cam pivoted to the hangerbar and provided With an arm, a frame mounted on the axle, arms pivoted to said frame, a shaft mounted in said arms, friction- Wheels on said shaft, and a chain or rope connecting said shaft With the arm of the cam, and a rail for pressing the friction-Wheels in contact with the main rails, substantially as set forth.

16. The combination, With a car, of a hanger-bar, an axle passed through a slot in the hanger-bar, a cam pivoted to the hangerbar and provided with an arm, a frame mounted on the axle, arms pivoted to said frame, a shaft mounted in said arms, frictionwheels in said shaft, a chain or rope connecting said shaft With the arm of the cam, a rail for pressing the friction-wheels in contact With the main rails, an eccentric, and a rod and spring for adjusting said rail from said eccentric, substantially as set forth.

17. The combination, with a car, of a hanger-bar, an axle passed through a slot in the hanger-bar, a cam pivoted to the hangerbar and provided with an arm, a frame mounted on the axle, arms pivoted to said frame, a shaft mounted in said arms, friction- Wheels on said shaft, a chain or rope connecting said shaft With the arm of the'cagn, a rail for pressing the friction-Wheels in contact with the main rails, an eccentric, a rod, and a spring for operating said rail from said eccentric, and gearing for operating said eccentric, substantially as set forth.

18. The combination, With a car, of a hanger-bar, an axle passed through a slot in the hanger-bar, a frame mounted on said axle, arms pivoted to said frame, a shaft mounted in said arms, friction-Wheels on said TOO IIO

shaft, loose Wheels on the ends of the shaft,a rail above said loose Wheels, and means for pressing down said rail, thereb7 pressing the friction-Wheels on the shaft against the main rails, substantially as set forth.

19. The combination, with a ear, of a hangerbar, an axle passed through a slot in the hanger-bar, a frame mounted on said axle, arms pivoted to said frame, a shaft mounted in said arms, friction-Wheels on said shaft, loose Wheels on the ends of the shaft, a rail above said loose Wheels, means for pressing,` down said rail, thereby pressing the frietion-Wheels on the additional axle against the main rails, and springs for pressing said arms and the shaft mounted in the same upward and clear of the main rails7 substantially as set forth.

In testimony that I claim the foregoing as my invention I have signed my name in preszo enee of two subscribing' Witnesses.

ELIAS R. GUERRA. Witnesses:

OSCAR F. GUNZ, WILLIAM HAY. 

